Handle assembly and vehicle

Abstract

The utility model discloses a handle assembly and a vehicle comprising the handle assembly. The handle assembly is used for a vehicle door of a vehicle and comprises a first shell, a second shell and a handle, and the first shell is installed on the vehicle door and provided with a first cavity; the handle is rotatably installed on the first shell and provided with a first end used for being operated by a user, the handle is constructed to be capable of rotating between a first position and a second position, at the first position, the first end is in a folded state, and at the second position, the second end is in a folded state. The first end extends out of the surface of the vehicle door; the handle assembly is provided with a first cavity, the unlocking assembly is arranged in the first cavity and is allowed to be operated to unlock a vehicle door, and the emergency opening device is arranged in the first cavity and is allowed to automatically open the handle assembly in an emergency. And the handle is opened from the first position to a second position so as to expose the unlocking assembly.

Description

Technical Field

[0001] This utility model relates to the field of mechanical and electronic engineering, and more specifically to a handle assembly and a vehicle. Background Technology

[0002] Car doors are crucial components of a vehicle, providing protection for occupants. However, in situations where the vehicle loses power, catches fire, or is involved in a collision that damages the vehicle's electrical system, the electrically powered unlocking mechanisms inside the doors often fail. This prevents rescuers from opening the doors using conventional methods, significantly increasing the difficulty and complexity of the rescue and posing a serious challenge to the lives of those trapped inside.

[0003] In order to enable timely rescue of people inside vehicles in the event of power failure, fire or collision, and to improve the safety of vehicle use, there is an urgent need for a handle assembly that is simple in structure, easy to use, and safe and reliable. Utility Model Content

[0004] According to one aspect of the present invention, a handle assembly is provided for a vehicle door, the handle assembly comprising: a first housing mounted on the door and having a first cavity; and a handle rotatably mounted on the first housing and having a first end for operation by a user, wherein the handle is configured to rotate between a first position and a second position, in the first position the first end is in a retracted state, and in the second position the first end extends from the surface of the door; an unlocking assembly disposed in the first cavity and operable to unlock the door; and an emergency opening device disposed in the first cavity and allowing automatic opening of the handle assembly in an emergency, such that the handle is opened from the first position to the second position to expose the unlocking assembly.

[0005] According to one aspect of the present invention, the unlocking assembly includes a lock cylinder, wherein when the handle is in the first position, the first end covers the lock cylinder, and when the handle is in the second position, the first end leaves the lock cylinder to expose the lock cylinder.

[0006] According to one aspect of the present invention, the unlocking assembly includes an elastic pull cord that pops out from the first cavity when the handle is in the second position, so that the elastic pull cord can be pulled to unlock the vehicle door.

[0007] According to one aspect of the present invention, the elastic pull cord includes: a body configured as a spiral, one end fixed to the first cavity, and another end configured as a T-shape and capable of popping out from the first cavity.

[0008] According to one aspect of the present invention, one end of the elastic pull cord is fixed inside or outside the lock cylinder.

[0009] According to one aspect of the present invention, the handle assembly further includes: a damping device disposed in the first cavity and configured to reduce the rotational speed of the handle from a second position to a first position; and a pivot rotatably mounted in the first cavity and provided with a connecting arm extending from the pivot to connect to the handle.

[0010] According to one aspect of the present invention, the rotating shaft is provided with a first gear at its top end, and the damping device includes a second gear rotatably mounted in the first cavity and configured to mesh with the first gear to provide damping, such that the handle rotated away from the first position slowly returns to the first position.

[0011] According to one aspect of the present invention, the pivot is provided with an actuating arm extending from the pivot at its bottom end, and the emergency opening device further includes: a drive device, housed in the first cavity and configured to be triggered when the vehicle is hit to drive the actuating arm to rotate the handle to the second position.

[0012] According to one aspect of the present invention, the driving device includes: a first elastic member; a driving member movable between a driving position and a stop position, wherein in the stop position, the driving member presses against the first elastic member and is away from an actuating arm, and in the driving position, the driving member drives the actuating arm under the action of the first elastic member; an inertial member; and a stop member having one end for carrying the inertial member and another end for abutting against the driving member to hold the driving member in the stop position; wherein the inertial member is configured to act on the one end of the stop member when the vehicle is collided with such that the other end of the stop member disengages from the driving member, thereby causing the driving member to move to the driving position under the action of the first elastic member.

[0013] According to one aspect of the present invention, the driving device further includes: a second housing, fixed in the first cavity and having a second cavity for accommodating one end of the inertial member and the stop member, wherein the one end of the stop member is provided with a tray having a recessed first conical surface; and a second elastic member, located between the side of the tray opposite to the first conical surface and the bottom wall of the second cavity, wherein the inertial member is further configured to act on the first conical surface when the vehicle is collided to overcome the second elastic member and cause the stop member to move downward relative to the second housing so that the other end of the stop member disengages from the driving member.

[0014] According to one aspect of the present invention, the top wall of the second cavity is provided with a second conical surface that is mirror-symmetrical to the first conical surface, wherein the inertial member is further configured to be in a balanced position when the vehicle is not collided with, to move to an unbalanced position when the vehicle is collided with, and to return to the balanced position after the collision is over. In the balanced position, the inertial member abuts between the first conical surface and the second conical surface, and the geometric center of the inertial member is located on a straight line connecting the apex of the first conical surface and the apex of the second conical surface. In the unbalanced position, the inertial member abuts between the first conical surface and the second conical surface, and the geometric center of the inertial member is not located on a straight line connecting the apex of the first conical surface and the apex of the second conical surface.

[0015] According to one aspect of the present invention, the driving device further includes: a third housing, fixed in the first cavity and having a third cavity for accommodating the first elastic member, the end of the driving member subjected to force by the first elastic member, and the other end of the stop member.

[0016] According to one aspect of the present invention, the other end of the stop member is provided with a first stop protrusion, the first stop protrusion being provided with a first stop plane and a flat first working surface inclined relative to the first stop plane, the first stop plane being away from the driving end of the drive member for driving the actuating arm, and the first working surface being towards the driving end; and the drive member being provided with a second stop protrusion in the shape of a frustum extending around the drive member near the working end, the second stop protrusion being provided with an annular second stop plane and a conical second working surface, the second stop plane being towards the driving end, and the second working surface being away from the driving end, wherein, when the drive member is in the stop position, the first stop plane abuts against the second stop plane to hold the drive member in the stop position; and when the drive member moves from the driving position toward the stop position, the second working surface abuts against the first working surface to cause the stop member to move downwards, thereby facilitating the drive member to return to the stop position.

[0017] According to one aspect of the present invention, the third housing is provided with a through hole on its side wall, and the first stop protrusion extends at least partially into the third cavity through the through hole.

[0018] According to one aspect of the present invention, the portion of the first housing on which the handle is mounted is coplanar with or recessed relative to the vehicle door to form a groove suitable for rotating the handle to unlock the vehicle door.

[0019] According to one aspect of the present invention, the handle further has a second end, wherein at the second position, the handle opens the first cavity such that the second end is located within the first cavity.

[0020] According to another aspect of the present invention, a vehicle door is provided, including a handle assembly according to any of the foregoing aspects.

[0021] According to another aspect of the present invention, a vehicle is provided, including a door as described in the other aspect above or a handle assembly as described in any of the above aspects. Attached Figure Description

[0022] The accompanying drawings, which are incorporated herein and form a part of this specification, illustrate the present invention and, together with the description, further serve to explain the principles of the present invention and enable those skilled in the art to make and use the embodiments described herein.

[0023] Figure 1 This is a front view of a car door with a handle assembly according to an embodiment of the present invention installed;

[0024] Figure 2 yes Figure 1 A perspective view of the individual handle assembly, showing the handle in the second position;

[0025] Figure 3 This is a perspective view of a handle assembly according to another embodiment of the present invention;

[0026] Figure 4 yes Figure 3 A 3D view of a separate lock cylinder with an elastic pull cord installed.

[0027] Figure 5 yes Figure 2 Another perspective view of the handle assembly shows the drive mechanism located in the first cavity;

[0028] Figure 6 It is an omission Figure 5 A perspective view of the handle assembly behind the first housing;

[0029] Figure 7 yes Figure 6 A perspective view of the separate third housing, showing the through-hole;

[0030] Figure 8 The second and third housings are omitted to illustrate. Figure 6 A perspective view of the driving component, the first elastic component, the stop component, the second elastic component, and the inertial component, wherein the driving component is in the driving position;

[0031] Figure 9This is a side view showing the drive member in the stop position; the first and second elastic members are omitted for clarity.

[0032] Figure 10 This is a side view showing the drive member abutting against the stop member when it moves from the drive position to the stop position. The first and second elastic members are omitted for clarity.

[0033] Figure 11 yes Figure 6 A top view of the separate stop with the second housing installed in the middle;

[0034] Figure 12 It is along Figure 11 The cross-sectional view taken from line XII-XⅢ, where the inertial component is in its equilibrium position; and

[0035] Figure 13 It is along Figure 11 The cross-sectional view taken from line XII-XⅢ shows the inertial component in an unbalanced position.

[0036] The features of this utility model will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, wherein similar reference numerals always identify corresponding elements. In the drawings, similar reference numerals generally denote identical, functionally similar, and / or structurally similar elements. Unless otherwise stated, the drawings provided throughout this application should not be construed as being drawn to scale. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0038] However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the present invention. In the following detailed description, numerous specific details are set forth to provide a comprehensive understanding of the embodiments of the present invention for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known technologies are omitted in the following description to avoid unnecessarily obscuring the concepts of the present invention.

[0039] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the invention. The term "comprising" as used herein indicates the presence of features, steps, or operations, but does not exclude the presence or addition of one or more other features.

[0040] When using expressions such as "at least one of A, B, and C," the expression should generally be interpreted in accordance with the meaning commonly understood by a person skilled in the art (e.g., "a system having at least one of A, B, and C" should include, but is not limited to, systems having A alone, having B alone, having C alone, having A and B, having A and C, having B and C, and / or having A, B, and C, etc.). When using expressions such as "at least one of A, B, or C," the expression should generally be interpreted in accordance with the meaning commonly understood by a person skilled in the art (e.g., "a system having at least one of A, B, or C" should include, but is not limited to, systems having A alone, having B alone, having C alone, having A and B, having A and C, having B and C, and / or having A, B, and C, etc.).

[0041] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0042] See Figures 1 to 13 This utility model discloses a handle assembly 1000 for a vehicle door 2000 (not shown in the figure), a vehicle door 2000 including the handle assembly 1000, and a vehicle including the vehicle door 2000 or the handle assembly 1000. The vehicle door 2000 is provided with an unlocking mechanism (also referred to as a "lock body" or "mechanical lock") for unlocking the door. The unlocking mechanism is generally located inside the vehicle door 2000 in a position that is inaccessible to the user and includes a latch, a latch, a spring, etc. It is a key structure for locking or unlocking. The vehicle door 2000 needs to be unlocked by an operating component (such as the handle 200, lock cylinder 2100, and elastic pull rope 300 described below) that is operably connected to the unlocking mechanism via a linkage mechanism and is accessible to the user.

[0043] See Figures 1 to 3The handle assembly 1000 includes: a first housing 100, a handle 200 operably connected to the unlocking mechanism, an unlocking assembly, and an emergency opening device. The first housing 100 is mounted on the vehicle door 2000 and has a first cavity 110. The handle 200 is rotatably mounted on the first housing 100 and has a first end 210 and a second end 220 for user operation. The handle 200 is configured to rotate between a first position and a second position when pressed with a finger or tool on the side of the handle 200 facing the vehicle door 2000 (i.e., the side facing a user such as a rescuer). For example, pressing the handle 200 at or near the second end 220 rotates the handle 200 from the first position to the second position, while pressing the handle 200 at or near the first end 210 rotates the handle 200 from the second position back to the first position. In the first position, the first end 210 is in a retracted state (i.e., the first end 210 does not extend from the surface of the door 2000 or the first cavity 110), and the handle 200 covers the first cavity 110 and is flush with the outer wall of the first housing 100 in appearance, so this first position can also be referred to as the "hidden position". In the second position, the handle 200 opens the first cavity 110 so that the second end 220 is located inside the first cavity 110 and the first end 210 extends from the surface of the door 2000 or the first cavity 110 and is located outside the first cavity 110, so that the first end 210 can be further rotated to unlock the door 2000. At this time, the handle 200 is unfolded, so this second position can also be referred to as the "unfolded position". The unlocking component is disposed in the first cavity 110 and can be operated to unlock the door 2000. The emergency opening device is located in the first cavity 110 and allows the handle assembly to be automatically opened in an emergency, so that the handle 200 is opened from the first position to the second position to expose the unlocking assembly.

[0044] The handle assembly 1000 is simple in structure, easy to use, and safe and reliable. The unlocking mechanism can be triggered by an external force applied to the handle assembly 1000, which greatly facilitates the user to mechanically trigger the unlocking mechanism to unlock the door 2000 when the vehicle is powered off, on fire, or in a collision and cannot be triggered electrically, thus improving the safety of using the vehicle.

[0045] See Figure 1 The portion of the first housing 100 where the handle 200 is mounted is recessed relative to the door 2000 to form a groove 120, also known as a "handle recess," suitable for unlocking the door 2000 by turning the handle 200 by hand or tool. However, those skilled in the art should understand that the present invention is not limited thereto. In another embodiment of the present invention, for aesthetic and ease of operation purposes, the portion of the first housing 100 where the handle 200 is mounted may also be coplanar with the door 2000.

[0046] See Figure 2 The unlocking assembly includes a lock cylinder 2100 operably connected to the unlocking mechanism and housed in the first cavity 110. The lock cylinder 2100 can be unlocked with a key, thereby triggering the unlocking mechanism to unlock the vehicle door 2000. When the handle 200 is in the first position, the first end 210 covers the lock cylinder 2100. When the handle 200 is in the second position, the first end 210 leaves the lock cylinder 2100, exposing the lock cylinder 2100 to the user, facilitating the user to unlock the lock cylinder 2100 with a key. This provides the user with an alternative way to unlock the vehicle door 2000 besides turning the handle 200, further enhancing the security of the handle assembly 1000.

[0047] See Figure 3 The unlocking assembly also includes an elastic pull cord 300 disposed within the first cavity 110 and operably connected to the unlocking mechanism. When the handle 200 is in the second position, the elastic pull cord 300 pops out from the first cavity 110 so that it can be pulled to unlock the door 2000, thereby providing the user with another way to unlock the door 2000 besides turning the handle 200 and unlocking the lock cylinder 2100 with a key, further improving the security of the handle assembly 1000.

[0048] The elastic pull cord 300 includes: a spiral-shaped elastic body 310, one end (not shown) fixed to the first cavity 110, and another end 320 configured to be T-shaped for easy pulling by fingers or tools and capable of popping out from the first cavity 110. However, those skilled in the art should understand that the shape of the other end 320 is not limited to... Figure 3 and 4 The T-shape shown can also include any other shape suitable for being pulled by fingers or tools, such as the O-shape.

[0049] exist Figure 3 and 4 In this design, one end of the elastic pull cord 300 is fixed inside the lock cylinder 2100. The spiral-shaped body 310 ensures that the elastic pull cord 300 has the required elasticity, allowing the user to unlock the lock cylinder 2100 by either using a key through the space surrounded by the spiral-shaped body 310 or by pulling the elastic pull cord 300 after the elastic pull cord 300 is extended. That is, the two unlocking methods—using a key and using the elastic pull cord 300—are independent of each other. However, those skilled in the art should understand that this invention is not limited to this; one end of the elastic pull cord 300 can also be fixed outside the lock cylinder 2100.

[0050] See Figure 5The first cavity 110 is provided with a first mounting protrusion 101, a second mounting protrusion 102 and a third mounting protrusion 103 protruding from the inner wall of the first cavity 110.

[0051] See Figure 5 and 6 The handle assembly 1000 further includes a damping device and a pivot 400. The pivot 400 is rotatably mounted on a first mounting protrusion 101 within the first cavity 110, and the pivot 400 is provided with a connecting arm 410 extending from the pivot 400 to connect to a portion of the handle 200 located between a first end 210 and a second end 220, such that the handle 200 can rotate with rotation of the pivot 400. Although Figure 6 The diagram shows that the connecting arm 410 can be connected to the portion of the handle 200 located between the first end 210 and the second end 220. However, those skilled in the art should understand that the present invention is not limited thereto. The connecting arm 410 can be connected to any portion of the handle 200 as long as it facilitates the rotation of the handle 200 with the rotation of the pivot 400. The damping device is disposed in the first cavity 110 and is configured to slow the rotational speed of the handle 200 from the second position to the first position (i.e., to decelerate the rotation of the handle 200 from the second position to the first position), so that the handle 200, having rotated away from the first position, slowly returns to the first position, providing the user with more time to unlock the door 2000 by rotating the handle 200.

[0052] See also Figure 5 and 6 The pivot 400 has a first gear 420 mounted on a first mounting protrusion 101 at its top. The damping device includes a second gear 500 rotatably mounted on the first mounting protrusion 101 within the first cavity 110 and configured to mesh with the first gear 420 to provide damping, causing the handle 200, which has been rotated away from the first position, to slowly return to the first position, thus providing the user with more time to unlock the door 2000 by turning the handle 200, unlocking the lock cylinder 2100 with a key, and pulling the elastic cord 300.

[0053] The damping device used for handle 200 here is a mechanical spring damping device. Resistance is generated by the compression / extension of a spring (not shown in the figure for clarity), which, in conjunction with the second gear 500, consumes kinetic energy. The mechanical spring damping device has the advantages of low cost and simple structure.

[0054] However, those skilled in the art should understand that this invention is not limited thereto, and hydraulic damping devices, pneumatic damping devices, and magnetic damping devices can also be used. Hydraulic damping devices utilize the flow resistance of liquid within the damping chamber to achieve buffering; pneumatic damping devices rely on gas compression / expansion to generate damping force, and control the airflow speed through the size of the air orifice; magnetic damping devices utilize electromagnetic induction or the magnetic field force of permanent magnets to impede the movement of metal components, generating an eddy current damping effect.

[0055] See Figure 6 The pivot 400 has an actuator arm 430 extending from its bottom end. The emergency opening device also includes a drive unit 600. The drive unit 600 is housed in the first cavity 110 and configured to be triggered when the vehicle is hit to drive the actuator arm 430 to rotate the handle 200 to the second position.

[0056] See Figures 6 to 8 The drive device 600 includes: a drive member 620, a stop member 640, an inertial member 630, a first elastic member 610, a second elastic member 660, a second housing 650, and a third housing 670.

[0057] The drive member 620 is configured as a rod and is movable between a drive position and a stop position. In the stop position, the drive member 620 presses against the first elastic member 610 and moves away from the actuating arm 430; due to the compression of the first elastic member 610, it acts on the drive member 620 with an elastic force. In the drive position, the drive member 620 drives the actuating arm 430 under the elastic force of the first elastic member 610.

[0058] The stop member 640 has one end for carrying the inertial member 630 and another end for abutting against the drive member 620 to hold the drive member 620 in the stop position.

[0059] The inertial member 630 is configured as a sphere to act on one end of the stop member 640 when the vehicle is collided, so that the other end of the stop member 640 disengages from the drive member 620, thereby causing the drive member 620 to move from the stop position to the drive position under the action of the first elastic member 610.

[0060] The second housing 650 is configured as a cylinder extending along a first direction D1 (also referred to as the "vertical direction"). The second housing 650 is fixed to a second mounting protrusion 102 in the first cavity 110 and has a second cavity 651 for accommodating one end of the inertial member 630 and the stop member 640. The end of the stop member 640 has a tray 641 with a recessed first conical surface 6411 (see...). Figure 8 , 12(13). The second housing 650 defines the movement trajectory of the stop 640, causing the stop 640 to move along the first direction D1.

[0061] See Figure 8 , 12 13. The second elastic member 660 is located between the side of the tray 641 opposite to the first conical surface 6411 and the bottom wall 6511 of the second cavity 651, so as to push the tray 641 upward in the first direction D1. The inertial member 630 is also configured to act on the first conical surface 6411 due to inertia when the vehicle is hit, so as to overcome the elastic force of the second elastic member 660 and cause the stop member 640 to move downward relative to the second housing 650 and the drive member 620, so that the other end of the stop member 640 disengages from the drive member 620, thereby causing the drive member 620 to move to the drive position under the elastic force of the first elastic member 610 to drive the actuator arm 430.

[0062] See Figure 12 and 13 The top wall 6512 of the second cavity 651 is provided with a second conical surface 65121 that is mirror-symmetrical to the first conical surface 6411. The inertial member 630 is also configured to be in a balanced position when the vehicle is not in a collision (see...). Figure 12 The vehicle was moved into an unbalanced position upon impact (see...). Figure 13 After the collision, the vehicle returns to its equilibrium position under the force exerted on it by the first conical surface 6411 and the second conical surface 65121 and its own weight, that is, it returns to the equilibrium state.

[0063] At this equilibrium position, the inertial member 630 abuts between the first conical surface 6411 and the second conical surface 65121, and the geometric center O of the inertial member 630 lies on the straight line L connecting the vertex V1 of the first conical surface 6411 and the vertex V2 of the second conical surface 65121. At this time, the force exerted by the inertial member 630 on one side of the tray 641 and the force exerted by the second elastic member 660 on the opposite side of the tray 641 cancel each other out, and the inertial member 630 is in a balanced state. The other end of the stop member 640 abuts against the drive member 620, so that the drive member 620 is in a stop position.

[0064] At this unbalanced position, the inertial element 630 abuts against the first conical surface 6411 and the second conical surface 65121. Due to the inertia of the inertial element 630, its geometric center is not located on the straight line L connecting the vertex V1 of the first conical surface 6411 and the vertex V2 of the second conical surface 65121. That is, when the vehicle is hit, the inertial element 630 moves away from the equilibrium position due to its own inertia and moves towards the edge of the first conical surface 6411 and the second conical surface 65121 (see [link]). Figure 13 Because the distance between the edges of the first conical surface 6411 and the second conical surface 65121 narrows or decreases relative to the distance between the apex V1 of the first conical surface 6411 and the apex V2 of the second conical surface 65121, the inertial member 630 is squeezed between the edges of the first conical surface 6411 and the second conical surface 65121. As a result, the inertial member 630 applies a downward force relative to the first direction D1 towards the first conical surface 6411 to overcome the elastic force of the second elastic member 660 and cause the stop member 640 to move downward relative to the second housing 650 and the drive member 620 along the first direction D1 so that the other end of the stop member 640 disengages from the drive member 620. This causes the drive member 620 to move to the drive position under the action of the elastic force of the first elastic member 610 to drive the actuator arm 430.

[0065] See back Figure 6 and 7 The third housing 670 is configured as a cylinder extending along a second direction D2 (also referred to as the "horizontal direction") orthogonal to the first direction D1. The third housing 670 is fixed to the third mounting protrusion 103 in the first cavity 110 and is provided with an actuating end 621 (see [reference needed]) for accommodating the first elastic member 610 and the driving member 620, which is acted upon or force-applied by the first elastic member 610. Figures 8 to 10 The third housing 670 has an opening 672 on its end wall, through which the drive member 620 extends out of the third housing 670. The third housing 670 defines the movement trajectory of the drive member 620, causing the drive member 620 to move along the second direction D2.

[0066] See Figures 7 to 10 The other end of the stop member 640 is provided with a first stop protrusion 642. The third housing 670 is provided with a through hole 671 on its side wall, and the first stop protrusion 642 extends at least partially into the third cavity through the through hole 671.

[0067] The first stop protrusion 642 is provided with a first stop plane 6421 and a flat first working surface 6422 that is inclined relative to the first stop plane 6421 and shares a side with the first stop plane 6421. The first stop plane 6421 is opposite to the drive end 622 of the drive member 620 for driving the actuator arm 430, and the first working surface 6422 faces the drive end 622. Figures 8 to 10 In the present invention, the first stop protrusion 642 has a trapezoidal cross section or a three-dimensional trapezoidal shape. However, those skilled in the art should understand that the present invention is not limited thereto. As long as the first stop protrusion 642 is provided with a first stop plane 6421 and a first working surface 6422, the first stop protrusion 642 can have a triangular or any other suitable cross section or three-dimensional shape.

[0068] The drive member 620 is provided with a second stop protrusion 623 in the shape of a truncated cone extending around the drive member 620 near the actuating end 621. The second stop protrusion 623 is provided with an annular second stop plane 6231 and a conical second actuating surface 6232. The second stop plane 6231 faces the drive end 622, and the second actuating surface 6232 faces away from the drive end 622.

[0069] When the drive member 620 is in the stop position, the first stop plane 6421 abuts against the second stop plane 6231 to hold the drive member 620 in the stop position. See [link to relevant documentation]. Figure 9 .

[0070] When the drive member 620 moves from the drive position to the stop position along the second direction D2 under the action of an external force (for example, when a user presses the first end 210 to return the handle 200 from the second position to the first position, at which time the actuating arm 430 abuts against the drive end 622), the second action surface 6232 abuts against the first action surface 6422 (see...). Figure 10 To overcome the elastic force of the second elastic member 660, the stop member 640 moves downward along the first direction D1. After the second stop protrusion 623 passes the downwardly moving first stop protrusion 642, the second action surface 6232 no longer abuts against the first action surface 6422, causing the stop member 640 to move upward along the first direction D1 under the action of the second elastic member 660. Therefore, the first stop plane 6421 and the second stop plane 6231 abut against each other again, so that the drive member 620 is in or returns to the stop position.

[0071] The embodiments of this utility model have been described in detail above with reference to the accompanying drawings. It should be noted that implementations not illustrated or described in the drawings or the main text of the specification are forms known to those skilled in the art and have not been described in detail. Furthermore, the definitions of the components described above are not limited to the various specific structures, shapes, or methods mentioned in the embodiments, and those skilled in the art can easily modify or substitute them.

[0072] It should also be noted that, in the specific embodiments of this utility model, unless otherwise stated otherwise, the numerical parameters in this specification and the appended claims are approximate values ​​and can be changed according to the desired characteristics obtained from the content of this utility model. Specifically, all numbers used in the specification and claims to indicate dimensions, range conditions, etc., of the composition should be understood to be modified by the term "about" in all cases.

[0073] Those skilled in the art will understand that the features described in the various embodiments and / or claims of this utility model can be combined or combined in various ways, even if such combinations or combinations are not explicitly described in this utility model. In particular, the features described in the various embodiments and / or claims of this utility model can be combined or combined in various ways without departing from the spirit and teachings of this utility model. All such combinations and / or combinations fall within the scope of this utility model.

[0074] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this utility model. It should be understood that the above description is only a specific embodiment of this utility model and is not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A handle assembly for a vehicle door, characterized in that, The handle assembly includes: A first housing, mounted on the vehicle door and having a first cavity; and A handle is rotatably mounted on the first housing and has a first end for user operation, wherein the handle is configured to rotate between a first position and a second position, in which the first end is in a retracted state and in the second position, the first end extends from the surface of the door. An unlocking assembly, disposed in the first cavity and operable to unlock the vehicle door, and An emergency opening device is disposed in the first cavity and allows the handle assembly to be automatically opened in an emergency, so that the handle is opened from the first position to the second position to expose the unlocking assembly.

2. The handle assembly according to claim 1, characterized in that, The unlocking assembly includes a lock cylinder, wherein when the handle is in the first position, the first end covers the lock cylinder, and when the handle is in the second position, the first end leaves the lock cylinder to expose the lock cylinder.

3. The handle assembly according to claim 1, characterized in that, The unlocking assembly includes an elastic pull cord that pops out from the first cavity when the handle is in the second position, so that the elastic pull cord can be pulled to unlock the door.

4. The handle assembly according to claim 3, characterized in that, The elastic drawstring includes: a body configured as a spiral, one end fixed to the first cavity, and another end configured as a T-shape and capable of popping out of the first cavity.

5. The handle assembly according to any one of claims 1 to 4, characterized in that, Also includes: A damping device is disposed in the first cavity and configured to reduce the rotational speed of the handle from the second position to the first position; and A pivot is rotatably mounted in the first cavity and is provided with a connecting arm extending from the pivot to connect to the handle.

6. The handle assembly according to claim 5, characterized in that, The shaft has a first gear at its top end. The damping device includes a second gear rotatably mounted within the first cavity and configured to mesh with the first gear to provide damping, such that the handle, rotated away from the first position, slowly returns to the first position.

7. The handle assembly according to claim 5, characterized in that, The rotating shaft has an actuator arm extending from its bottom end. The emergency opening device further includes a drive mechanism, housed in the first cavity and configured to be triggered upon collision of the vehicle to drive an actuator arm to rotate the handle to the second position.

8. The handle assembly according to claim 7, characterized in that, The driving device includes: First elastic element; A drive member is movable between a drive position and a stop position. In the stop position, the drive member presses against the first elastic member and is away from the actuator arm. In the drive position, the drive member drives the actuator arm under the action of the first elastic member. Inertial components; and A stop member has one end for carrying the inertial member and another end for abutting against the drive member to hold the drive member in the stop position; The inertial member is configured to act on one end of the stop member when the vehicle is collided, so that the other end of the stop member disengages from the drive member and causes the drive member to move to the drive position under the action of the first elastic member.

9. The handle assembly according to claim 8, characterized in that, The drive device further includes: A second housing, fixed within the first cavity and having a second cavity for accommodating one end of the inertial member and the stop member, wherein the one end of the stop member is provided with a tray having a recessed first conical surface; and The second elastic element is located between the side of the tray opposite to the first conical surface and the bottom wall of the second cavity. The inertial member is further configured to act on the first conical surface when the vehicle is collided to overcome the second elastic member and cause the stop member to move downward relative to the second housing so that the other end of the stop member disengages from the drive member.

10. The handle assembly according to claim 9, characterized in that, The top wall of the second cavity is provided with a second conical surface that is mirror-symmetrical to the first conical surface. The inertial element is further configured to be in a balanced position when the vehicle is not collided with, to move to an unbalanced position when the vehicle is collided with, and to return to the balanced position after the collision has ended. At the equilibrium position, the inertial element rests between the first and second conical surfaces, and the geometric center of the inertial element lies on a straight line connecting the apex of the first and second conical surfaces. At the unbalanced position, the inertial element rests between the first conical surface and the second conical surface, and the geometric center of the inertial element is not located on the straight line connecting the apex of the first conical surface and the apex of the second conical surface.

11. The handle assembly according to any one of claims 8 to 10, characterized in that, The drive device further includes: The third housing is fixed in the first cavity and has a third cavity for accommodating the first elastic member, the end of the driving member that is subjected to force by the first elastic member, and the other end of the stop member.

12. The handle assembly according to claim 11, characterized in that, The other end of the stop member is provided with a first stop protrusion. The first stop protrusion is provided with a first stop plane and a flat first working surface that is inclined relative to the first stop plane. The first stop plane is away from the driving end of the drive member for driving the actuator arm, and the first working surface is facing the driving end. as well as The driving member has a second stop protrusion in the shape of a frustum extending around the driving member near the actuating end. The second stop protrusion has an annular second stop plane and a conical second actuating surface. The second stop plane faces the driving end, and the second actuating surface faces away from the driving end. When the driving member is in the stop position, the first stop plane abuts against the second stop plane to hold the driving member in the stop position; as well as When the driving member moves from the driving position toward the stop position, the second working surface abuts against the first working surface to cause the stop member to move downward, thereby facilitating the driving member to return to the stop position. The third housing has a through hole on its side wall, through which the first stop protrusion extends at least partially into the third cavity.

13. The handle assembly according to any one of claims 1 to 4, 6 to 10 and 12, characterized in that, The portion of the first housing on which the handle is mounted is coplanar with or recessed relative to the door to form a groove suitable for rotating the handle to unlock the door.

14. A vehicle, characterized in that, Includes the handle assembly according to any one of claims 1 to 13.

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